Engineer&#39;s valve and pressure-controlling mechanism for air-brakes.



W. C. WEBSTER.

ENGINEERS VALVE AND PRESSURE CONTROLLING MECHANISM FOR AIR BRAKES.

I APPLICATION FILED MAY 28. 1914. f

1,256,407. Patented 11011121918.

I SHEETS-SHEE l' l.

V W. C. WEBSTER. vENGINEE'R'S VALVE AND PRESSURE CONTROLLING MECHANISM POR AIR BRAKES. v

Patented Feb. 12, 1918.

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APPLICATION. EILED MAY 2B. l9l4.

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APPLICATION FILED MAY 28. 1914.

1,256,407. Patented Feb. 12, 1918.

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760 Wikneooao W. C. WEBSTER.

ENGINEERS VALVE AND PRESSURE CONTROLLING MECHANISM FOR AIR BRAKES.

APPLxcATmN. FILED MAY 28.1914.

vv. C. WEBS'TER.

ENGINEERS VALVE AND PRESSURE CONTROLLING MECHANISM FOR AIR BRAKES.

APPLICATION FILED MAY 28, 1914. 1,256,407. Patented Feb. 12, 1918.

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ENGINEER'S`VLVE AND PRESSURE CONTROLLINGMECHANISM FOR AIR BRAKES.

' APPLICATION FILED MAY 28, |914.

Yll. ,256,40'7. Patented Feb. 12, 1918.

7 SHEETS-SHEEI' 6.

7'0 PUMP c ('15 Fie/5 so a? fbg w. c. WEBSTER. ENGINEERS VALVE AND PRESSURE CONTROLLING MECHANISM FOR AIR BRAKES.

Patented Feb. 12, 1918.

l SHEET APPLICATION FILED MA1/28.1914. 1,256,407.

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" 'WILLIS C. WEBSTER, OF DUBOIS, PENNSYLVANIA, ASSIGNOR TO BUFFALO .AIR-BRAKE COMPANY, F PHOENIX, ARIZONA, A CORPORATION 0F lARIZONA.

ENGINEERS VALVE ANI) PRESSURE-CONTROLLING MECHANISM FOR AIR-BRAKES.

Specification of Letters Patent.

Patented Feb. 12, 1918.

Application led May 28, 1914. Serial No. 841,657.

To all whom t may concern:

Be it known that I, WILLIS C. WEBSTER, citizen of the United States, residing at Dubois, in the county of Clearfield and State of Pennsylvania, have invented certain new and useful Improvements in EngineersV- Valve and Pressure-Controlling Mechanism for Air-Brakes, of which the following is a specification.

My invention relates to air brake systems and particul-arly to an engineers brake valve and the means connected therewith whereby pressure in the train line and main reservoir may be controlled.

` One object of my -invention is to provide means whereby the pressure in the brake pipe may be kept constant after any predetermined reduction therein is made, that is, during service.

Another object is to build up the pressure in the brake pipe to normal or standard pressure when ythe engineers valve is in -release position. Of these two objects the first is the most important.

It has been heretofore suggested that one of the requirements of proper air brake operation is to provide means for recharging the auxiliary reservoir while the brakes are applied. -In practice, however, it has been found that this is not nearly so important as providing means foi keeping the brake-pressure constant after any given reduction has been made.

It will be seen that recharging the auxiliary reservoir does not insure braking pressure in the brake cylinders as this pressure may constantly leak away from the brake cyllnder and reapplication as above noted will do no good. In' order to secure any certainty and uniformity in the braking. action, therefore, it is necessary to provide means for keeping the pressure in lthe brake cylinders constant (which meansl is shown in my copendin application, Serial No. 841,918, led on t e 28th day of May, 1914) and also provide vmeans for keeping the y, pressure in the train line constant so that y pressure and feed the storage chamber and maintain it at the same pressure as the train llne.

A further object of my invention is to provide means to feedy the brake pipe with the brakes applied and to maintain each triple piston and slide valve in service lap position with pressure standing equal on ,i

both sides of the triple piston.

Another object is to so construct the feed valves and the automatic brake valve that friction is entirely eliminated so that air under pressure may be fed accurately to the brake pipe while the brakes are applied and in just sufficient volume to keep the pressure in the brake. pipe standing at a definite degree, no more and no less. This is necessary as only a slight rise in the brake pipe pressure will cause a release of the brakes.

One of my objects is to so construct the train line discharge valve in the engineers stances require. The necessity for increasing the runningpressure of the main reservoir and train line arises in cases where the train is descending a grade or in high speed train service and it is necessary to provide means to .cut in the excess pressure of the brake cylinder controlling means (described in my copending` application upon a triple valve,.Serial No. 841,918, filed on the 28th day of, May 1914) or to cut such excess ypressure bra e cylinder controlling means out.

Still another object of my invention is to provide means whereby when two or more engines `arecoupled together,'the engineer of the head engine may have complete control of the feed valves and pumps of the following engines and also have complete use. of their main reservoirs.

-I Still another Objectis to provide means whereby in double heading a reduction in train line pressure made by thel engineer of the rstengine will automatically cut out the' feed valves of the following engines .thus preventing pressure being fed to the train line when a reduction is being made which would nulliiy theedects of such reduction and whereby .a rise of pressure in the train line' will automatically act to cut in the feed valves again. With my mech-- anism this reduction by theengineer oi the head engine automatically cuts out the low pressure head of the pump governor and the pumps of' all 'the' engines operate to build up the pressure inthe main reservoirs equal to thel adjustment ci the high pressure head, whatever that may be, during the bralreapplication. Upon a release oi the brakes at the time when train line ressure has reached its/standard or pre- A further object of m invention is to pro` vide the rotary valve o the engineers automatic brake valve with two release positions,

vboth positions controlling the brake pipe at the same pressure but the brake valve in one position admitting air to the brake pipe' slowly and in the other pomtlon admitting air to the bralre pipe quickly. By having both release positions oi the engineers brake valvey controlled Iat the same presltiti sure but with did'erentjvolumes, l do away with the possibility ot over-charging the brake pipe which is a possibility with the ,til

the other release position airis admitted tol present equipment ii the brake valve stays in lull release position toolong before it is returned to rumg position. With my construction the engineerls brake valve in one position admits air to the braise pipe quickly so as. to' operate the automatic revalve, and cause a 'retention foi the brakes on the head end of the trainiin long 'train service (this automatic retaining valve being fully described in my copending aplication on triple valve, Serial No. 841,918,

ed on the 28th day ot' May, wld). ln

the brake pipe slowly and the normal release is obtained `without causing the automatic; retaining valve to operate.

Another ob]ect in connection with theJ v'hand controlled valve whereby pressure lin the trainline may be determined and controlled, is to provide a. train line feed valve l that. will control `the train line pressure without a constant blow and waste of air while the train line pressure is charged to the desired degree. ln the ordinary train line leed valve oi standard equi ment, there isxagonstant waste of air while the` train 4 line ressire'remai-nsat the desired point angd t e blowin. .ed of this air is extremely unpleasant to t e engineer.

-panying Vdrawings wherein:

y 8-8o Fig. 9. eternrinedl degree, the low pressurel head of. each pump is automatically cut in again.

. natation f invention is illustrated in the accom- Figure l is a vertical diametrical section through the engineers brake valve von the line 1.@1' ot Fig. 3. 0

Fig.. 2 is ak vertical section onl the line 2 2 of Fig. 3.

Fig. 3 is a horizontal section on the line v Fig. 7 is an elevation of the valve mechanism disclosed in Fig. 6.

Fig. 8 is a verticalsection on the line Fig.. 9 is a side elevation oi the mechanism for maintaining pressure in the train line during service. f i

Fig. l0 is a longitudinal vertical' section through a portion of the steam line extend-l ing between the steam generator and the air compressing pump and through ,the pump governor.

Fig. ll is a diagrammatic view showing the brake valve and Icorrelated. mechanism in release position.

Fig. l2 is a like View to Fi 1l but showing the parts in running ser ice position.

Fig. l is a sectional dia animatie view of the engineers brake Valvel at release and holding position, the section being taken on a horizontal plane through the middle of the brake valve. v

Fig., ll is a like view to Fig. 13 but shown Iing the `parts in service position. i

Fig. l5 is a like view showing the parts diagrammatically in running service position.

Fig. i6 isja like view but showing the l parts in quicliservice position.

Fig. li' is a like View but showing the valve in lap position.

Fig. i8 -isa like View butl showing the valve in normal release position.

Fig. 19 is a cross section of the engineers valve on the line 19--19 ot Fig. 3.

Corresponding and like, parts arev referred -to in the following description and indicated in all the views of the accompanying drawings by the same reference characters. Referring particularlyto Figs. lland 12,

.it may be said that, generally'speaking, my

mechanism comprises an engineers brake valve designated generally 0; mechanism flier maintaining pressure during release designated Q; mechanisml for maintaining i pressure during service designated lt; pump governing mechanism designated P ;"a `main reserroir'S and an equalizing reservoirT.

All of these parts will be described in detail hereafter and their correlation shown.

The first mechanism to lie/described in order to secure an understanding of my invention is-the engineers brake valve which is illustrated in Figs. 1 to 5, in the diagrammatic views in Figs. 11 to 18 and in Fig. 19. This comprises a valve body formed of three sections, namely, a base section 160, an intermediate section 161 and a cap section 162.

- These sections are connected to each other in any suitable manner. The base section is connected to the train line pipe in any-suitable manner and is formed with a diazphragm inclosing chamber 163. The chamber 163 is divided into two portions by a diaphragm 164, the space above this diaphragm being designated 165.- rlhe chamber' 163 below the diaphragm is connected by a passage 166 to a chamber 167 formed in the seat 1618L formed by the upper face of section 161. This chamber 167 is laterally extended as at 168 (see dotted lines in Fig. 3) and then extends upward and opens through the face of the valve seat as at 169.

Formed with the valve body-is an elbow 170 which is connected to the automatic controlling mechanism R and from which extends a passage 171 which extends laterally at 172 (see dotted lines in Fig. 3) and opens through the face of the valve seat 161a as at 173, 1t will be seen from Fig. 3 that these ports 169 and 173 are disposed relatively ad- 178 which is operatively connected to thel hand controlled pressure maintaining mechanism designated Q. This elbow opens into a vertical passage 179 which opens into the upper end of the valve casing formed by the cap 162.

Resting against the face of the valve seat is a Circular disk-shaped rotary valve 180 shown in detail in Fig. 4. This valve is adapted to be rotated by a handle as will be later described. The under face of the valve is formed with a cavity 181' arcuate in 4 form and adapted to re 'ster and coact with the equalizin port 17 and with the extension 174.l of t e cavity 174, as shown in Fig. 14, or with the port 173 in the quick service po- 'siti'onof'tlie valve. At the'same distance from the center of the valve is a cavity 182 which is adapted to register with' the ports 173 and 177 in the release and holding position of the valve as shown in Fig. 13 or to register with and connect the ports 169 and i173 in running service position as shown in isposed radially inward from the cavity 182, which extends only about half way into the valve 180, is a segmental shaped port 183 which extends entirely through the valve and which coacts with the cavity 175 when the parts are in release position as illustrated in Fig. 1.

Also formed in the under face of the valve and diametrically opposed to the cavities 181 and 182, is a relatively large arcuate cavity 184. This cavity is segmental in general form but is radially extended for a por'- tion of its length at its middle as at 185. The under face of this cavity 184 is crossed by a radially extending web 186 which is provided with three ports 187, 187b and 187C. These three ports are adapted in various positions of the valve to register with the port 17 6 as shown in' Figs. 13, 17- an 18.

The valve may be oscillated throiig a predetermined angular extent by means of any suitable handle. For instance as illustrated the valve is provided in fits upper face with a square recess 188, and passing through the cap 162 is a stem 189, the lower end of which is formed with a' relatively wide disk 190, the under face\of which carries a square stud 191 which engages in the recess 188. The upper end of the stem 189 is reduced and squared for th'e reception of the eye 192 on a handle 193, the handle being held in place by the usual nuts 194. The upper face of the cap is provided with certain stops with which the handle 193 is adapted to engage as will be more full described, these stops permitting the han le to be turned through an arc of approximately 90.

Entering the body 160 through the side wall thereof is a pipe 195 which has a small extension 196 which opens into the chamber 165. This branch 195 is connected to a pipe 197 leading to the equalizing reservoir as shownf'elearly in the diagrammatic views, Figs/11 and 12. l

Disposed within the chamber 165 is an interior cap or spider 198 which is screw threaded for engagement with the walls of the chamber 165 and is perforated at a plurality of points as at 199. This cap is formed with a recess 200. Extending upward from the diaphragm 164 is a stem 201 which is attached to the diaphragm in any suitable manner and which is surrounded by a. spring 202, this spring acting to force the diaphragm downward as illustrated in Fi 1.

` The diaphragm carries depending from 1t in the chamber 163 the valve stem 203. This seats in a valve seat 204 which is ldisposed in a ocket 204a formed at the intersection of th chamber 163 with the train line pipe.

.The valve seat is connected by a duct 205 to shown in Fig. 1.

The next mechanism to be described is the mechanism designated Q used for maintaining any desired pressure in the train pipe during release. Referring now to Figs. 6 and 11 it will be seen that this mechanism comprises a bodyr209 formed intermediate its ends with a septum 210 having a central perforation provided with a bushing 211 which constitutes a valve seat.

with. this valve seat is a valve 212 which when it is raised closes against the valve seat and which when depressed permits the passage of air throu h the valve seat. Extending upward fro this valve is a. stern 213 which bears against a diaphragin214 against.

which operatively bears a spring 215. y Preferably the diaphragm 214 is held in place by airing 216 and this in turn is held in lace by an annular cap 217 which is exterlorly screw threaded to engage the wall of the chamber 213 formed above the diaphra 214.' This cap is interiorly screw threaded ier engagement by a, hollow plug 219 which carries a hand wheel 220. The spring 215 extends at its upper end into this hollow plug and bears against the upper wall thereof and' at its lower end the spring bears againstl a head 221 Awhich rests upon the dia-' v phragm 214.: The spring215, therefore, resists any upward movement of the diaphragm and it will be obvious that the tenv 4sion of this spring may be adjusted by rotating the hand wheel 220 in one direction or the other to thus depress or elevate the plug 219. This plug is held 1n tion by a jam nut 2197 The space immediatel below the sept 210 is designated 222 an this spaccia closed v at its lower end by means or the diaphragm 223 .which is connected to the valve 212. This diaphragm 223- is held in place by a ring 224 in turn held in place by au annulus 225 having ports 223 leading into thel space below the annulus. Below Ithis annulus and,

disposed in the enlarged lower portion or the valve body 2.09 is a diaphragm 227 whichis approximately twice the size of the dia phragms 223 and 214, and resting-upon this diaphragm is ahead v228 having a stem whichl extends up through the central orn tion ci' the annulus 22,5, this stem losing ol-J low and receiving .a f :1a 229 depending from The `diaphragm 164 is held in Coacting adjusted posi-1 aandoet the valve 21.2.I Thus the' three diaphra 227, 223 and 214 are connected to move to-` gether. v

The lower end of the body 209 is closed by a cap 230 and disposed hrward of this cap and engaging the wall ci? the enlarged portion or the lower end of the body 209 is an interior cap 231 formed with orts 232. The central portion of the cap 231 1s extended upward as at 231al so as to be disposed a slight distance below the diaphragm 227 and prevent too great downward bulging of this diaphra under pressure.

lt will be .seen that below the diaphra 227 there is a space233 and that this space 233 communicates with the space. between the cap 230 and the interior cap231. This space below the cap 231 is also numbered 233 inasmuch as the spaces above the cap and below the cap constitute one chamber. The wall of thebody 209 has a nipple 234 whereby connection may be made Abetween. the

train line and the space 233. The space be- 'low the diaphra 223 is designated 235. The space below the diaphra 214 is designated 233.

Preferably formed rintegral with the body 209 is a valve chamber 237 illustrated in detail in Fig. 6 and diagrammatica'lly in Fig. 11. The wall or this valve chamber is designated 238. Crossing the valve chamber and dividing it into two; parts is a diaphragm 239'. The space above the diaphragm 239 is designated 240 ,and the space below 241. The diaphragm is held in place by a ring 242 and an interior cap or spider 243, and. the

upper end ofthe valve chamber is closed by a cap 244. The spider or annulus 243 is perforated as at 245 and thus the chamber 240 communicates with the space between the.

annulus 243 andthe cap 244. This last named 'space therefore forms part, to all intents and purposes, of the chamber 240 and is, therefore, designated 240.

@pening into the vspace between the cap 244 and the .annulus 243 through the side wall of the chamber 237 is a duct 246' which connects the chamber 240 with the space immediately below the diaphran` 214 and above thevvalve seat 211.4 The space '241 is downwardly enlarged, as at 247, and .pro-

vided with a bushing 248 tong a valve seat. This space 24'? is' connected to the 4space 222 betw'eenthe diaphragm 223 and' .the valve seat 211b 'sans of a duct 249.

Mounted upon e diaphra al v 239 is a valve 250 which seats against the valve seat 248 and rojectingupward from this valve and latta a stern 251 which passes through a central perforation in the spider `243 and which isf surrounded byA apspring-252, this sprino1 bear-` ing upon a nut 253 enging the diap ra 239 with 'the' ste 251 and with the valve.

The spring 252, therefore', acts to force the 130 ed to the diaphra and valve is valve to its seat. When, however, the pressure is reduced on the upper side of the diaphragm 239, it will be obvious that the valve 250 will be lifted from its seat against the force of the spring 252.

Entering the chamber 241 below the diaphragm 239 is the pipe 254 which leads from the main reservoir, as shown in Figs; 11 and 12. Extending from the chamber 247 below the valve seat 248 is a pipe 255 which connects to the elbow 178 on the brake valve.

The pipe leading from the engineers valve to the train line pipe A is designated 256. The connection of this pipe to the brake valve has been heretofore described. \This pipe connects at one end to the brake valve and .at the other end to the train line A.

` The space 233 below the lower 'end of the diaphragm 227 'is connected to the pipe 256 by a pipe 257. V It will now be obvious that there will be main reservoir pressure in the space 241 below the diaphragm 239 and that there will be train line pressure in the space 233 below the diaphragm 227.

Before stating the operation of the mechanism, I will describe the construction of the mechanism R for maintaining pressure in the train line during the service application of the brakes. The mechanism for this purspace below the pose comprises two conjoined valve chambers, one designated 258 and the other 259. The valve chamber 258 is divided into two parts by the septum 260 which is formed at its center with a Valve seat 261. Above the valve seat is disposed a diaphragm 262 held in place by a ring1`263, in turn held in place by a spider 264. he upper end of the valve chamber 258 is closed b a cap 265. The spider 264 is perforate as at 266. The space above the diaphragm may be designated- 267 while the space below the diaphragm may be designated 268, and the septum 260 may be designated 269.

Disposed in the upper portion of the spider 264 is an annular member 270 which 'isexteriorly screw threaded to have adjusted engagement with the interior upstanding able engagement with the spider, and passing through this annular member is a stem 271 which has sliding engagement through a jam nut 272, this nut having screw threadwall of the spider. The stem 271 bears against the diaphragm 262, and surrounding this stem is a coil spring 273 which urges Y the diaphragm downward.

Mounted upon and depending from the diaphragm 262 is a valve 274 which closes upward against, the valve seat .261. The lower end ofthe chamber 269 is closed by a plug 275 recessed for the reception of a stem 276 whichv depends from the valve 274 and which is surrounded by a spring 277. It will be obvious that when ther pressure in the space 268 is less than a certain amount, the v standard equipments.

air pressure in the space 267 and the spring 273 will force the .diaphragm downward and4 the pipe 197 which leads to the equalizing reservoir T. `The spring 273 is stronger than the spring 277 to o'set the pressure against the lower face of the valve 274 as this valve face, when the valve is closed and the brake valve is in running service position, is subjected to substantially main reservoir pressure.

The valve casing 259 is divided into two chambers 278 and 279 by a diaphragm 280 having a perforation 280, The upper chamber 27 8 is enlarged to form a chamber .285 which is connected to pipe 170. Disposed between the chambers 278 and 285 is a valve seat 284, with which a valve 286 co-acts, this valve -being mounted upon the diaphragm'280 and having a stem 288 which passes downward through the diaphragm.

x The lower portion of the valve chamber 259 is enlarged and disposed therein is an in-v terior cap or spider 282. which engages a ring 281 which holds the diaphragmin place, this cap being provided with perforations. Closing the lower end of the valve chamber 259 is a cap 283, a stem 288 of the valve passes through the perforation in the interior cap or spider 282 and the valve 286 is held to its seat by a spring 287. The chamber 269 is' connected to the chamber 279 by means vof a passage 290 while the chamber 285 is connected to the space 268 below the diaphragm 262 by a passage 289. The pipe 291 extends from the space 278 to the pi e 255.

l`he pump and governing mechanlsm 1s practically the same. as that found in all The pump is not shown, but the steam pipe leading to the pump is designated 292, and passage of steam from the steam generator to the pump is controlled by means of the valve 293. The pump governing mechanism P comprises the `low pressure head 294, andthe high ressure head 295. Each of these pressure eads or chambers has a valve seat 296 at its lower end leading into a relatively small chamber connected by a port 297 to a chamber 298 within which 1s disposed a 'piston 299 connected by a stem to the valve 293. A spring 300 acts to force this iston upward. The upper end of the head 294 is a sprin 304 which bears downward against the 1aphragm-303 and holds the corresponding valve 302 to its seat. This spring hasta `tension equal to twenty pounds cr-more. Disposed in the high 'pressure headfor chamber 295 is a spring 305 which exerts'a pressure .of lone-hundred and ten pounds against the diaphragm 303, so as-to hold the valve connected thereto closed. From thehigh pressure head 295 extends a pipe 306 which connects to thepipe 254 and thus connects. to the main reservoir, while lfrom the chambere294 or low pressure head below the diaphragm 303 extends a pipe 307 which connects to the pipe 254. From the l upper portion of the chamber 294 above the Adiaphragm 303 extends a pipe 308 which connects to .the pipe 255. Thus the under` side of the diaphragm in the chamber 294 is at all times filled with air at main reserv oir pressure, while the pipe 308 is, in releaseposition, {illed with air at train4 line a pressure.

The low pressure head 294, as will be here. after seen, operates to control the pump in release or release and holding position, while the high pressure head operates during service position. The low pressure head is controlled by the pressure of Ithe train line, while the high pressure head is controlled by the pressure ofthe main reservoir. lt will be obvious that. when the pressure below the diaphragrnin theychamber 295 increases beyond the force exerted bythe spring 305, the

diaphragm will be forced upward and air will be admitted through the chamber 295 to the upper end of the chamber 298, causing the closing of the valve 293 and the cutting od of steam to the pump. When the pressure in the main reservoir is less than onehundred and ten pounds, however, the spring j 305 will cause thevalve to close, and as the valve in the chamber 294 is also closed, the combined pressuredbf the spring 304 and air inthe chamber above the diaphragm 303 bein greater than the pressure below the diap ragni, the spring 300 will cause the valve 293 to open, allowing the passage of steam to the pump until such time as the pressureag-ain increasesin the main reservoir to a point above one-hundred and ten pounds. v

lltv willalso be obvious that the space beneath the diaphragm of the chamber/294, in-v asmuch as it is connected ton the pipe 254, will have in it pressure equal to the pressure in this pipe. With a main reservoir pressure of one-hundred and ten pounds, nthe pressure in the pipe254 will be 110 poundsA and therefore the pressure on the underside of thediaphragm in the chamber 294 will be 1l0`pounds. The -norrnaltrain line pressure is seventy pounds, and under all circumstances, no matter how high the pressure in the pipe 254 is raised, there will always be in release position twenty pounds dierence v between the train line pressure vand the pres sure in the pipe 254. The spring 304, exert-pl ing a torce equal to twenty pounds, it is obvious that, if the pressure in the pipe 308 is seventy pounds and the pressure in the pipe 307 is ninety pounds, the pressure below the diaphragm will, equal `the pressure et air Ivother than Fig. 10.

The operation of my invention is as follows While the train is standing still, pressure in the chamber 233 holds the valve 212 closed. When pressure in the train line falls, due to any cause, pressure also falls in the chamber 233 and the valve 212 opens. This allows air from the space 240' to escape into the space 222 above the diaphragm 223, and thence lo escape by the duct` 249 to the chamber 247, and thus to the pipe 255,y and thence to the train line through the rotary or engineers brake valve by /the course shown by' arrows in Fig. l1. As the air passesquickly from vthe chamber 240 there will be greater pressure on .the underside of the diaphragm 239 than on the upper side.' the valve'250 will open and main reservoir air passes to the pipe 255, which, as before stated, is connected to the train line through the engineers valve. l'llhe pipe 257`has in it train line pressure, and when the pressure of the train line builds up and the pressure in the chamber 233 builds up suciently to overcome the spring 215, which, we will say, is set atv seventy pounds nressurebut which may be set at any desired pressure, the dia; phragm 227 will be raised and the ualve 212 will close. rlhis will prevent the consequence, air will pass through the perforation 239a in the diaphragm'239 and* build up bchin the diaphragm 239'unti1the pressures on opposite sides oi the (diaphragm 239 are equal, whereupon the valve 250 will close, cutting ed pressure from the main reservoir. ln the release and holding position t which is the Ip osition shown in lligf;

1l) exactly the same operation occurs.

pounds (it the controlling valve spring 215 is set for this pressure) the train line is As a consequence,

Y cape or air through thev duct 246 and, asa )I Thus it will be seen that as soon as the l train line pressure drops below 'seventy iso fed, and as soon as the pressure in the train line rises to seventy pounds pressure or to any pre-determined pressure, the feed of air from the main reservoir is-eut oli'. During this time the pressure is constantly kept at seventy pounds inthe equalizing chamber T and in the chamber 267, above the diaphragm 262. Now, when a service reduction is made (assuming that the normal pressure in the train pipe is seventy pounds) the, pressure in the chamber 267 is vented together with air in the equalizingl chamber according to the reduction desired. This air is vented through the passage 174 to the atmosphere and the amount of air so vented or reduction of pressure so made in the equalizing chamber and in the chamber 267 is indicated by the gage -connected tothe upper end ofthe pipe 197 but which is not shown. The venting of the pipe 197 is accomplished by venting the air in the chamber 165, and thus pressure in the Chamber 165 is reduced so as to reduce the pressure on the upper side of the diaphragm 164. This will cause lifting of the valve 203 and the air in the train pipe is vented. The reduction in pressure in the chamber 267 immediately causes the valve 274 to close, this valve having heretofore been held open by the spring 273 and air pressure. This prevents escape of air from below ,the diaphragm 280 and, as a consequence, the air which passes through the pipe to the upper side of the diaphragm 280 will 1 cause the valve 286 to close, preventing the passage of main reser` voir pressure to the train pipe by way of the pipe 170, the ports 173 and 169 and the cavity 182.

The reduction of the train line pressure immediately reduces the pressure in the con- `trolling chamber 233 to a point below sevcnt v pounds. and this causes the spring 215 'to open the valve 212. This releases air above the diaphragm 239 and the main reservoir pressure opens the valve 250, permitting the main reservoir pressure to flow to the pipe 255. rThis pipe is, however, blanked, as shown in Fig. 12.

After reduction is made in the equalizing chamber T and the chamber 267, the brake valve 180 is shifted to running service position which laps the ports 176 and 177, as shown in Fig. 12, holding the air in the equalizing chamber and the chamber 267 at sixty-tive pounds (assuming that a tive pound reduction has been made from a train pipe pressureof seventy pounds). If now the pressure in the train line rises above sixty-tive pounds, the pressure on the underside of the diaphragm 262 will cause the valve 274 to close. cape o1c air 'from below the diaphragm 280, the main reservoir pressure will pass through the opening 280*4 in the -diaphragm 280 and will raise the pressure below the T his will prevent the esdiaphragm 280 until the valve 286 is closed. As soon as this is closed, passage of air to the train line will becut off.

It' now. on the other hand, the, pressure in the train line drops below sixty-live pounds through leakage in the train pipe, then the pressure in the chamber 268 will be less than sixty-live pounds and air pressure and the spring 273 will cause the valve 274 to open. This allows air below the diaphragm 280 to escape relieving the pressure below the diaphragm, and the excess pressure above the diaphragm will cause the valve 286 to open, permitting passage of air to the train line pipe vuntil its pressure is built up to sixty-tive pounds.' whereupon the valve 286 will again be closed.

The operation of the pump governor in connection with the parts which have heretofore been described is as follows:V

In Fig. 1l the part-s are shown in the position which they occupy when pressure is being built up to release the brakes. Air is, therefore. fiowing from the main reservoir and from the pipe 255. nasmuch as the main reservoir pressure is reduced below one hundred and ten pouhds Ithe valve in the high pressure head 295 is entirely closed. Under these conditions, the Pipes 307 and 308 will both be in communication with the main reservoir and the air pressures against opposite sides of the diaphragm of the low pressure head will be equal. The spring of the low pressure head will. therefore. maintain its valve closed and the spring oi the pump governor will hold its valve in open position. Steam will, therefore, pass to the pump and cause it to operate to compensate :t'or the loss ot pressure in the main reservoir and this action of the pump lwill be continued until such pressure becomes high enough to open the valve of the high pressure head and permit passage of air from the. main reservoir to the pump governor to close the valve ot the latter.

When the pressure in the train pipe and in the chamber 233 rises to seventy' pounds (assuming that this is the pressure which is being kept in the train pipe) it closes the valve 212 which causes closing of the valve 250 and closes communication between the pipe 254 and the pipe 255. With the v alve 250 closed, the pressure in the pipe 308 immediately equalizes with the train line pressure at seventy pounds. r1`here is, therefore, seventy pounds pressure in the chamber 294. Upon a stoppage of flow from the pipe 254. it is plain that there will be a great-er pressure in the pipe 307 than in the pipe 308, and thus greater pressure in the lower end of the chamber 294 than in the upper end thereof. vThis will cause the valve in the chamber 294 to open, stopping the pump. The pump will remain at rest until the pressure in the main reservoir and the pipes 254 and 307 (by leakage in train pipe) is reduced slightly below ninety pounds, whereupon the spring and air pressure above the arc released, and pressure will be carried in the main reservoir equal to that in the chamber 294 plus the spring, thus allowing the pump to work against a low pressure during the time that the brakes are released. Inasmuch as the brakes are released for the greater portion of the time, it is obvious that the pump should work only against a low pressure at such a time, as otherwise the pump would overheat.

The pump must work in running servlce position to build up a high pressure in the main reservoir so as to have suiicientair to secure release and recharging. ln running service position the upper and lower ends of the chamber 294 both contain air at main reservoir pressure, and hence the spring causes the closing of theJ valve in the chamber 294, cutting out the low pressure head. As the main reservoir pressure is low at this time, namely ninety pounds, the pump will immediately commence to operate until the pressure in the mainreservoir equals the pressure of the spring in the high pressure head. If this spring is set at one hundred and ten pounds, then the preslsure in the main reservoir will be built up to one hundred and ten pounds and the pump governor will hold the pressure in the main reservoir at one hundred and ten pounds during the time the brakes are set. As soon as release is eected, the pressure in the main reservoir will again drop to ninety pounds, as previously stated.

Attention is called to the fact that by the construction illustrated in Fig. 10, the springs 304 and 305 are adjustable. To this end, the stem of each valve passes through a screw-threaded cap, the cap for the spring 304 being designated 304a and the cap for the spring 305 being designated 305a. These caps have screw-threaded engagement with the spiders which hold the diaphragms in place so that by adjusting the caps the tension of one or both of the springs may be increased or decreased. The spring 304, as previously stated, is always kept at such tension to eX- ert a pressure of twenty pounds upon its diaphragm, but the tension of the spring 305 is adjusted to suit the amount of pressure it is desired to maintain in the main reservoir during breaking application, whatever that may be.

As will be seen by reference to Fig. 5 and Figs. 13 to 18. there are six positions of the valve 180. Fig. 18 shows the valve 180 at normal release position.V This position of the valve causes a slow rise of pressure in the train line and a quick release of the Lasagna brakes as the automatic retainingv mechanism (described and illustrated in my application on a triple valve, previously referred to) is ynotcaused to operate. Tlns normal release is used in short trains. In this position lair from the pipe 255 is passed through the pipe 178 into the upper part of the cap 162 and down through the port 183 into the cavity 175, thence into the cavity 184, and thence through a relatively small port opening into the cavity 167 and so into the train line. Air is also passing from the cavity 175 through the ports 187b and 176 into the chamber 267 and into the equalizing reservoir T. Tt will be seen by reference to' Fig. 18 that the port 173 opens into the cavity 182, but that this cavity does not connect with any other port, and that, therefore, passage of air from the pipe 170 is cut-oft.

The release and holding position of the valve, which is shown in Fig. 13, is the same as the normal release position, except that with the valve in release and holding .position a quick rise of pressureJ is caused in the train pipe instead of a slow rise of pressure, and hence the automatic retaining mechanism above referred to,v is operated and holds the brakes on the head end of the train. The cavity 182 very slightly laps the port 177 leading into the equalizi-ng reservoir, and partially laps the port 173 leading from the controlling or feed valves R. Thus the chamber 165 isl rapidly charged with air from the hand feed control valve Q through the ports 176 and 187, and from the automatic feed valve through the ports 173 and 177, to correspond with the quick rise of pressure in the chamber 163, and to prevent the rise of the diaphragm 164.

1n service position communication is es-l tablished between the equalizing reservoir and chamber 267 and the atmosphere by means of the` cavity 181, which vents acertain amount of air from the equalizing reser-- voir and chamber 267 to the atmosphere by v way of the .chamber 174.

After service reduction has been made by moving the valve to the service position shown in Fig. 14, the valve is then moved to the running service position. This cuts o the passage of air from the equalizing reservoir and chamber 267 by way of the pipe 197, and traps the air in the equalizing reservoir and in the chamber 267. This position of the valve opens communication between the automatic control valve casing 259 and the train line, through the cavity 182 which laps the ports 173 and 169, as shown in Fig. 15.

lf, for any reason, the controlling valve mechanism contained in the chamber 258 does not work, and, therefore, the train line pressure would buildup, then Aafter the valve is shifted to the service position it is brought Lasa-ao? back over the running service position yto lap position. This cuts off communication from the main reservoir of the train line, as will be clearly observed from Fig. 17, and the brakesl operate in the usual manner. This is also done if the train breaks in two, otherwise the main reservoir pressure would beimmediately vented at the break. in the train pipe.

Where quick service is desired, the valve is turned to the position shown in Fig. 16, so as to establish a relatively large area of communication between the train line and the atmosphere through the passage 174 instead of opening a relatively small passage through the vent 206 which. is accomplished inordinary or normal service.

It will be particularly noted that the feed valve mechanism` designated Q, operates to regulate the pressure in the train pipe at release and holding position to maintain normal pressure in the train pipe, while the valves are in release position. and that the pressure feeding mechanism, designated R, is for the purpose of maintaining a constant pressure in the train pipe for a given rcduction in the equalizing reservoir.

In double heading with the present equipment, it is necessarythat the main reservoir 'and pump mechanismen the following enj gine or engines be cut out so that the control may be entirely in the hands of the engineer of the head engine. One of the objects 'of my invention is, as previously stated, to provide means whereby the use ofthe pumps and the main reservoir of the second or third engines may be secured, and the operation of these instrumentalities be under the control of the engineer on the head engine, and to provide means whereby a reduction in the train linev pressure made by the engineer of the firs engine will automatically cut out the feed alves of the following engine or engines, thus preventing pressure being fed to the train line through the brake valves fand allied parts of the. following engines which would nullify the etlects of such reduction and whereby a rise of pressure in the train line will automatically act to cut in the feed valves again, so that advantage may be taken of the main reservoir 'of each following engineand of the pump mechanism thereof. 'The mechanism whereby this is attained is as follows:

It will be seen'fromFigs. 11 and 12 that the pipe 197 is connected with the pipe 256 by a pipe 309, Within which is disposed a valve 310 or cock so formed that, when turned in one direction, communication will' be established'through the passage or pipe 309, and that, when turned in the other direetion, this communication will be cut otl".

: It will be obvious from Figs. 11 and 12 that,

L whenthe valve is turned to the position therein shown, any air which` passes to the chamber 267 andv to the equalizing reservoir T must pass through the engineers valve.

In double heading, however, the valvesl prevent passage of air from behind the diaphragm 280 and pressure will build up behind this diaphragm through the perforation 2801 as a consequence. At the same time, pressure in the chamber 233y is reduced below the adjustment of the spring 215, and the spring causes the valve 212. to open, which reduces the pressure in the chamber 240 below the main reservoir pres- Q sure. This causes the valve 250 to open-and remain open so long as pressure in the chamber 233 is reduced below the adjustment of the spring 215. This causes the entire valve mechanism Q to be cut out, or, in other words, permits the air to pass freely through it. This allows the main reservoir air to pass through the pipe 307 into the upper end of the low pressure head 294. This automatically cuts out the low pressure head 294 of the governor and the pumps of the engines must, therefore, operate to build up pressure in the corresponding main reservoirs equal to the adjustment ofthe high pressure headsduring brake application. 'Upon a release of the brakes,`how ever, the pressure in the train line will rise, and this will be transmitted through the cutout cock 310 to the diaphragms 262 and 227, causing a. depression of the diaphragm 262 'and an opening of the valve connected thereto. This will permit the escape of air from behind the diaphragm 280 and main reservoir pressure will,.therefore, force the diaphragm downward, opening the valve 286 and allowing main reservoir pressure to pass to the pipe 170, until pressure in the chamber 233 is equal to or a little more than the adjustment of the spring 215, whereupon the train line will be maintained at that pressure in each and every engine during release. 4

Having thus described the invention, what I claim as new is 1. In an air brake, an engineers valve, .a train line, and means including lthe en 1- neers valve for maintaining pressure in t e train line to a pre-determined degree when the engineers valve is in running service position.

v 2. In an air brake, an engineers valve, a

nor controlling the feed of air to the main reservoir at release or service. positions of the engineers valve to thereby maintain pressure of air'in the main reservoir at 'a pre-determined degree during releasepos1- tion, and at another pre-determined degree during. running service position, and means for automatically feeding air from the main reservoir to the train line during both running service and release positions to maintain the pressure therein at a predetermined degree during release position and at another predetermined degree during* running' service position, said automatic feeding means and enggineerls valve together controllin?,v tlie pump governor.

3. ln an air brake, a main reservoir and a train line, an engineers valve, and means for maintaining pressure in tino train lino at pre-determined `degree of reduction when the engineers valve is in running service position by automatically feeding, air

from the main reservoir to the train line when the pressure in the train line `'tells loelovv thesaid pre-determined degree of reduction f il.. ln an air brake system, an engineers valve, a main reservoir, a train line, means actuated when the engineers valve is at gineers valveis in running service posi tion., pf c 5, ln an ,air breite system, an 'engin/eerie valve, a 'main reservoir, a pump governor operatively connected to the main reservoir to controllfthe operation of the air pump during release and service positions oil tlie brakes, in coinloination with ineans for automatically controlling the feed of air from the mainl reservoir to the train. pipe during release position of the engineers valve, and means for automatically controlling the feed of air trom the main reservoir to the train line during running service position ofthe engineers valve, both said latter .means and the engineers valve together controlling tlie pump governor..

*6. ln an air brake system, an engineers valve, a train pipe, la main. reservoir, a valve automatically controllingthe admission of.

air tothe train pipe from the main reservoirin runnings lservice position, means ac tuatecl by pressure in the train pipe for' 'eralole device being capable ot passinr controlling said valve, and means for transmitting the pressure from the train pipe to said lastnamed means either tlirou li by theV pressure in the train pipe for controlling said feed valve, a second feed valvev contr llingl the passage oi air from the reservoir tlie engineerls valve and 'to tlie train in running service posi tion ci" the engineers valve, means controlled lay train pipe pressure tor controlling said second-named `toed valve, and means for connecting; said second-named controlw ling means directly with tile train pipe and Icy-passing tlie engineers valve 8., ln an air brake locomotive equipment, a main reservoir, an engineerls valve, a train pipe, a eed valve controlling the passage'o'i air from the main reservoir to the train pipe during release position oi the engineers valve, a feed valve automatically controlling the passage of air from the main reservoir to the train pipe in tlie runnin service position oi the engineer@ valve, an means whereby a reduction in train line pressure caused loy tlie operation of? tlie engineers valve would automatically cut out the :toed valves of connected locomotive equipments, and whereby an increase ot pressure in tile train line through the op eration of tlie engineerls valve would aum tematically cut in the feed valves ot connected locomotive equipmentsn il. ln an air loralre system the comllination Witli reservoir and a train line,

Mill

of means including; a manually c eralole ydevice and an automatically opera le de- `vice for estaldlisliing communication lio tvveen the reservoir and train line lin lease and running; service positions, the autolill inatically operable deviceloeing capable of f passing@` air under higher pressure vvlicn the inanually operable device is in running service position,

l0. lin an air loralre system, tire,\corridoinn-y llo tion with a niain reservoir and a train line,

or ineansinclu intra manually operable de vice and an automatically operable device for establishing communication between the reservoir and train lme in release and runnlnof service positions, the automatically opair under higher pressure when the manually ,operable device is 'in running service posi!4 tion, and means for supplying; air to the reservoir, saidV means permitting the charp;u

ing ot tlie vreservoir at ditierent' pressures, l

depending upon the pessure at which air valve, means for may pass the automatically operable device.

11. In fiuid pressure systems, a train line, a main reservoir, an engineers valve, and a feedvalve between the reservoir and engineers valve, said feed valve being controlled by train line pressure, whereby when it is in communication with the train line through the engineers valve, it may maintain' a predetermined pressure therein and between it and the engineers valve and whereby when it is not in such communication with the train line, it may admit a higher pressure between it and the engineers valve. y

12. In a fiuid pressure system, a main reservoir, an engineers valve, a train line, and a pair of feed valves, one feed valve receiving air from the main reservoir and the other feed valve receiving air from the first feed valve, means for bringing the first valve into direct communication with the train line when the engineers valve is in release position, and means for bringing the first feed valve into indirect communication with the train line through the second feed valve when the engineers valve is in running service position.

13. In a fluid pressure system, a main reservoir, an engineers valve, a train line, a .pair of feed valves, one feed valve re ceiving air from the main reservoir and the lother feed valve receiving air from the first feed valve, means for bringing the first valve into direct communication with the train line when the engineers valve is in release position, and means for bringing the first feed valve into indirect communication with the train line through the second feed valve when the engineers valve is in running service position, the first feed valve, when in direct communication with the' train line, supplying air thereto at a predetermined pressure.

14. In a Huid pressure system, a main reservoir, an engineers valve, a train line. a p air of feed valves, one feed valve receiving a1r from the main reservoir and the other feed valve receivin air from the first feed ringing the first valve into direct communication with the train 11ne when the engineers valve is in release positwn, and means for bringing the first feed valve into indirect communication with the train line through the second feed valve when the engineers valve is in running service position, the first feed valve, when in direct communication with the train line, supplying air thereto lat a predetermined pressure andthe second feed valve, when in operation, maintaining the pressure in the train line at a point equal to the pressure after reduction of pressure in the train line.

15. A fiuid pressure system including a main reservoir, an engineers valve, a train line, a pump governor, and a pair of feed valves controlling supply of air from the main reservoir to the train line and from the main reservoir to the governor.

16. A fluid pressure system including a main reservoir, an engineers valve, a train line, a pump governor, and a pair of feed valves controlling supply of air from the main reservoir to the train line and from the main reservoir to the governor, said feed valves co-acting with each other and the engineers valve, whereby air will be supplied to the governor at one pressure when the first feed valve controls the supply of air to the train line and at another pressure when the second feed valve controls the supply of air to the train line.

17. A fiuid pressure system including a main reservoir, anvengineers valve, a train line, a pump governor, and a pair of feed valves controlling supply of air from the main reservoir to the train line and from the main reservoir to the governor, said feed valves co-acting with each other and theengineers valve, whereby air will be supplied to the governor at one pressure when the first feed valve controls the supply of air to the train line and at another pressure when the second feed valve controls the supply of air to the train line, the air supplied. to the train line, in .each instance, passing through the first feed valve.

18. A fluid pressure system includinga main reservoir, an engineers valve, a train line, a pump governor, and a pair of feed valves controlling supply of air from the main reservoir to the train line and from the main reservoir to the governor, said feed valves co-acting with each other` and the engineers valve, whereby air w1ll be supplied to the governor at one pressure when the first feed valve controls the supply ofair to the train line and at another pressure when the second feed valve controls they supply of air to the train line, the air thus supplied to the governor in each case passing thereto directly from the first feed valve.

19. A fluid pressure system including a main reservoir, an engineers valve, a train line, a pump governor, and a palr of feed valves controlling supply of air from the main reservoir to the train line and from the main reservoir to the governor, said feed valves co-acting with each other and the engineers valve, whereby air will be supplied to the governor at one pressure when the first feed valve controls the supply of air to the train line and at another pressure when the secondy feed valve controls the supply of air to the train line, the air thus supplied to the governor in each case passing thereto directly from the rst feed valve and all air supplied to` the train line passing through the first feed valve.

20. ln an air brake system, a main reservoir, an engineers valve, a train line, and means `for maintaining pressure in the train` line 4during service application ofthe brakes,

duced pressure in the equallzing reservoir when Athe engineers valve is 1n running service position, said means being inoperative when the engineers valve is in lap posltion. n

22. ln an au' brake system, a main reservoir, an engineers valve, a` train line, an equal1z1ngreservo1r, said engineers valve,`

in one position, causing a uniform reduction of pressure in the train line and equalizing reservoir, means for maintaining pressure in the trainline equal to the reduced pressure in the equallzing reservoir when the engineers valve is in running service position, said'means being inoperative when the engineeris valve is 1n lap position, `and means fory establishing `direct communication between the equalizlng res-V ervoir and the train line. f

23.5111 an air brake system, a mainreservoir, an engineers valve, a train line, an equalizing reservoir, said engineers valve, in one` position', causing a uniform reduction of pressure in the train line and equalizing reservoir, means forI maintaining'- pressure in the train line equal to the reduced pressure in the e uallzing reservoir When the engineers va ve is 1n running service position, said means being inoperative when the engineers valve is 1n la position, and means for establishin irect communication between the equalizmg resneta/iev ervoir and the train line, said latter means being independent of the engineers valve.

24. A fluid pressure system including a main reservoir, an engineers valve, a train line, a feed valve controlling supply of air from the main reservoir to the train line in p release position of the engineers valve, and asecond feed valve controlling the supply ofy air from the main reservoir to the tram line during, running service position of the engineers valve.

25. A uid pressure system including a main reservoir, an engineers valve, a train line, a feed valve controllin from the main reservoir to the train line in releaseposition ofthe engineers valve, and a second feed valve controlling the supply of air from the main reservoir to the train line during running service position of the.

engineers valve, the air supply to the train valve passing directly from the rst feed valve to the engineers valve While the air supply to the train line in `running service position of the valve passes from the rst valve through the second valve and thence to the engineers valve. y v

27. In an air brake system, a main reservoir, an engineers valve, a train lme, and means for supplying air from the reservoir to the train line through the en ineers valve in running service positionof t e engineers valve.,

- ln testimon whereof l a my signature in presence o two Witnesses. A

WLLIS C. WEBSTER., [Le] Witnesses: y

l. K. Moons',

Fnnonnro B.. Wnronn.

e supply of air 

